U.S. patent application number 12/583480 was filed with the patent office on 2011-02-24 for reliability and serviceability enhanced engine driven electrical generating system.
This patent application is currently assigned to ADVANCED DYNAMO INDUSTRIES. Invention is credited to Timothy Blair Kitch.
Application Number | 20110042964 12/583480 |
Document ID | / |
Family ID | 43604722 |
Filed Date | 2011-02-24 |
United States Patent
Application |
20110042964 |
Kind Code |
A1 |
Kitch; Timothy Blair |
February 24, 2011 |
Reliability and serviceability enhanced engine driven electrical
generating system
Abstract
A engine driven electrical generating system and its support
cradle for use in confined space enclosures with a triple redundant
troubleshooting system, a triple redundant troubleshooting data
transmission system, and a double redundant electric fan cooling
system wherein the most common modes of motor or generator failure
can be repaired quickly and easily with the genset in situ. With
the most common mode of failure for a genset being overheating,
enhanced fan monitoring and replacement systems have been
incorporated.
Inventors: |
Kitch; Timothy Blair; (Lake
Oswego, OR) |
Correspondence
Address: |
Mark S. Hubert
2300 SW First Avenue, Suite 101
Portland
OR
97201
US
|
Assignee: |
ADVANCED DYNAMO INDUSTRIES
TUALATIN
OR
|
Family ID: |
43604722 |
Appl. No.: |
12/583480 |
Filed: |
August 20, 2009 |
Current U.S.
Class: |
290/1B ;
290/7 |
Current CPC
Class: |
F02B 63/048 20130101;
F02D 29/06 20130101 |
Class at
Publication: |
290/1.B ;
290/7 |
International
Class: |
F02B 63/04 20060101
F02B063/04; F02D 29/06 20060101 F02D029/06 |
Claims
1. A portable genset, for use in a front side accessible confined
enclosure comprising an engine mechanically coupled to an
electrical generator, wherein said genset comprises; a support
cradle which is adapted for mechanical connection to the frame of a
motorcoach, and which is mechanically connected to and supports
said conjoined engine and generator within said confined enclosure
and which has at least two locating tabs and one locating flange
extending from a back face of said cradle and at least one threaded
recess formed therein said back face; a double redundant electric
fan cooling system having a fan mounting plate assembly affixed to
said cradle back face; a triple redundant troubleshooting data
indication system affixed to said cradle and electronically
connected to said engine and said generator; and a triple redundant
troubleshooting data transmission system affixed to said cradle and
said engine.
2. The genset of claim 1 wherein said double redundant electric fan
cooling system comprises: two substantially similar two speed
electric fans; a generally planar removable fan mounting plate
adapted for mechanical attachment to said support cradle back face
wherein said plate has a top edge, a bottom edge and two side edges
with a peripheral flange on said side and bottom edges, wherein
said side edge flanges each have at least one locating orifice
formed therethrough for engagement with said locating tab on said
cradle, and said bottom edge flange has at least one bolt receiving
orifice formed therethrough that aligns with said threaded recess
of said cradle for receiving a bolt.
3. The genset of claim 2 wherein said fan mounting plate has at
least two fan cutouts formed therethrough and at least two fan
retention clips extending therefrom said plate.
4. The genset of claim 3 wherein said fans are mechanically
constrained in a centered configuration behind said cutouts by said
retention clips, and wherein said fan mounting plate is affixed to
said cradle by engagement of said top edge of said plate underneath
said locating flange of said cradle, by engagement of said locating
tabs on said cradle with said locating orifices on said side edge
flanges, and by threaded engagement of said bolt in said threaded
recess of said cradle.
5. The genset of claim 4 wherein said double redundant electric fan
cooling system has an electrical test circuit with visual status
indication for electrical continuity of each of said fans at each
of said dual speeds.
6. The genset of claim 1 wherein said triple redundant
troubleshooting data indication system comprises: an engine
electronic control unit for receiving an input signal of engine
parameter data from at least one engine parameter sensor and
converting said input signal into an output signal; a service and
diagnostic unit for receiving at least two output signals from said
electronic control unit; and an OBD II port for receiving at least
one output signal from said electronic control unit.
7. The genset of claim 6 wherein said output signal may be a
diagnostic trouble code generated by said electronic control unit
in preprogrammed response to a said engine parameter data input
signal.
8. The genset of claim 7 wherein said service and diagnostic unit
has a digital display means for the display of said output signal,
an analog display means for the display of at least one output
signal and a diagnostic code flash light for the visual display of
said diagnostic trouble codes.
9. The genset of claim 8 wherein said triple redundant
troubleshooting data transmission system comprises: an OBD II port
adapted for receiving output signals generated by said engine
control unit, said port connected to a signal converter in series
with a first cell phone; a computer adapted for receiving output
signals generated by said engine control unit, said computer
connected to a satellite signal transmitting means and to a second
cell phone; and a remote computing system for receiving a signal
from said either of said first or second cell phone or said
satellite; wherein said output signals from said engine electronic
control unit are transmitted wirelessly to said remote computing
system.
10. The genset of claim 9 wherein said support cradle measures 34
inches long by 26 inches high by 25 inches deep and is adapted to
be mechanically connected to the frame of a motorcoach so as to
support said genset within said confined enclosure.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates to a extremely diagnostic and
repair friendly compact EPA certifiable gasoline, liquid propane
gas (LPG), natural gas (CNG) or dual fuel engine driven electrical
generating system (a "genset") that is housed in a motorcoach
compartment
[0002] Specialty motorcoaches, like traveling medical or dental
facilities, have high power output gensets that accumulate a
plethora of working hours in a relatively short period of time. The
operation of the genset is critical as the genset's output is
required to operate the medical devices housed in the motorcoach.
Simply stated, if the genset is not operational the entire medical
facility is useless. Since many of these motorcoaches are used in
remote countries and locations, a competent genset repair person is
not always nearby. This genset and its cradle have been designed to
compensate for these weak points of a genset system.
[0003] This new invention utilizes and combines known and new
technologies in a unique and novel configuration to overcome the
aforementioned problems.
SUMMARY OF THE INVENTION
[0004] The general purpose of the present invention, which will be
described subsequently in greater detail, is to provide a new
genset and support cradle that is able to fit into a size
restricted enclosure of approximately 12.8 cubic feet and provide
enhanced troubleshooting capabilities, cooling capabilities and
ease of repair. It has many of the advantages mentioned heretofore
and many novel features that result in a new genset which is not
anticipated, rendered obvious, suggested, or even implied by any of
the prior art, either alone or in any combination thereof.
[0005] In accordance with the invention, an object of the present
invention is to provide an improved motorcoach genset and cradle
capable of redundant troubleshooting analysis and redundant methods
of obtaining and transmitting the troubleshooting data.
[0006] It is another object of this invention to provide an
improved genset and support cradle capable of enhanced cooling to
the compartmentally enclosed genset as well as ease of installation
and alignment of the unit within the genset compartment.
[0007] It is a further object of this invention to provide a system
of cooling redundancy and fan monitoring as well as easy access to
commonly failing components.
[0008] It is still a further object of this invention to provide
for a genset that allows for the replacement of either or both
cooling fans, quickly, easily and in situ.
[0009] The subject matter of the present invention is particularly
pointed out and distinctly claimed in the concluding portion of
this specification. However, both the organization and method of
operation, together with further advantages and objects thereof,
may best be understood by reference to the following description
taken in connection with accompanying drawings wherein like
reference characters refer to like elements. Other objects,
features and aspects of the present invention are discussed in
greater detail below.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a front perspective view of the genset in the
genset cradle showing the general arrangement of all
components;
[0011] FIG. 2 is an engine side partial cutaway view of the genset
and genset cradle;
[0012] FIG. 3 is a back side view of the genset cradle and fan
assembly;
[0013] FIG. 4 is a perspective view of the fan assembly attached to
the genset cradle rear mounting plate;
[0014] FIG. 5 is bottom rear perspective view of the genset in the
genset cradle;
[0015] FIG. 6 is a side view of the fan assembly partially removed
from the genset cradle;
[0016] FIG. 7 is a side view of the fan assembly fully removed from
the genset cradle; and
[0017] FIG. 8 is a front view of the VDO dual indication
troubleshooting unit.
DETAILED DESCRIPTION
[0018] The improved genset was invented to solve the following
three items: the most common failure modes; the most common
diagnostic problems and the most troublesome service issues.
[0019] The most common failures are overheating of the engine or
generator windings because of inadequate cooling capacity, cooling
fan failure, failure of the engine start relay, failure of the
generator AC voltage regulator, and premature engine component
breakdown and wear due to inadequate lubrication. The most common
diagnostic problems are improper diagnosis not because of failed
sensors but rather because of failed or out of calibration sensor
signal indicators. The most common service problem is ignored
servicing or replacement of worn parts that reside in troublesome
locations to access and require a mechanic to remove the genset
from the motorcoach.
[0020] Pancake style generators are known for their short
longitudinal axis style bodies. Here, to accommodate tight space
configurations, the front (fan side) of a pancake generator is
directly coupled to the back (flywheel end) of a conventional
(driver) engine to form a "genset". As can be expected from any
partially enclosed heat generating device, failures due to a lack
of cooling abound. To enable diagnostic troubleshooting, minimize
these cooling failures and simplify the repair of common failure
modes in a genset, the system as discussed herein was invented.
[0021] The industry standard dimensions for a genset to be
mechanically affixed to the chassis/undercarriage of a motorcoach
so as to fit in a genset compartment is approximately 34 inches
(plus or minus 3/4 of an inch) in length by 26 inches in height by
25 inches in depth. This is the maximum size that the cradle 9 that
housed the genset can be. The length of the genset is 36 and 5/8
inches and cutouts in the cradle 9 allow part of the genset to
extend outside the cradle. Although the 34 inch length limitation
discussed above is determined by the motorcoach's aesthetic
appearance, slideouts and frame design, there is slightly more
length behind the motorcoach's body panels and the genset
compartment door. This allows the 34 inch long cradle to hold and
support inch long genset and still fit into the genset
compartment.
[0022] The low emission, single side access engine driven
electrical generating system of the present invention, (hereinafter
"genset"), comprises a four-stroke four cylinder combustion engine
directly coupled to a pancake style electrical generator, capable
of delivering from 12.5 KW to 17 KW at 120/240 VAC (70/70 Amp) at
60 Hz while fast idling at an 1800 rpm engine speed. Idling speed
ranges between 900 and 1200 RPM. The entire genset assembly 2 which
includes the cradle 9 remains able to be fit into a space
approximately 34 inches long, 25 inches deep and 26 inches high. It
is to be noted that a 2010 EPA emissions compliant gas engine will
be capable of delivering from 13 KW to 20 KW at 120/240 VAC (80/80
Amp) at 60 Hz at a fast idle.
[0023] Looking at FIG. 1 the service and diagnostic unit (SDU) can
best be seen located at the front of the genset and cradle assembly
2 and above the pancake generator. It is affixed mechanically to
the cradle assembly 2. The SDU is made up of a stacked
configuration of a DC status module 30 and an AC status module 32.
The SDU receives signals from various engine and generator sensors,
the engine's computer (ECU) 35, the fan test circuit, the main
output AC breakers 70, the voltage regulator and voltage regulator
breaker 78. The oil filter 3 housing 3 has been located to the
forefront of the cradle 9 for ease of the oil filter 5
replacement.
[0024] Looking at FIGS. 2-5 genset cradle 9 and cooling circuit
components can best be seen. A set of two, dual speed electric
cooling fans 4 and 7 have been located on a removable panel 6 that
mechanically engages to the cradle back plate 13. Either fan alone
is capable of sufficiently cooling the circulating water in the
genset's radiator. Although designated primary fan 7 and secondary
fan 4, they are identical. With either of the two fans 4 and 7
operating, the genset can idle at full load indefinitely in a
desert environment up to 130.degree. F. The fans 4 and 7 have a
diagnostic circuit incorporated into the DC status module 30 of the
SDU. The fan wiring 23 incorporates electrical plug connectors 24
located on the back side of the fans. (The wiring and electrical
plug connector for the secondary fan 4 has been eliminated for
purposes of visual clarity but is identical to their counterparts
on the primary fan 7.) The fans are wired in an electrically
parallel configuration.
[0025] The cradle 9 has a bottom plate or face 15, two side plates
17, a lower front plate 19 and a back plate 13.
[0026] Looking at FIG. 3 it can be seen that the set of cooling
fans 4 and 7 have been located on a planar removable panel 6 with
sets of oblong orifices that engage sets of locking tabs 8 on the
back plate 13 of the cradle 9. The removable panel 6 has a bottom
flange 10 that extends normally from the bottom edge of the panel 6
having orifices therethrough to accommodate mechanical retaining
fasteners 14 that connect the panel 6 to the bottom plate 15 of the
cradle 9. The panel 6 also has a small top flange 20 that engages
behind the upper rear flange 22 of the cradle 6. This physical
configuration allows a service person to slide under the genset and
cradle assembly 2 and remove the retaining fasteners 14, slide the
panel 6 downward until the oblong orifices are not obstructed by
the locking tabs 8 and the top flange 20 is clear of the upper rear
flange 22, and then remove the panel 6 with both fans 4 and 7
intact. At this time the electrical plugs 24 can be disconnected
and the fan and panel assembly taken to another location for
troubleshooting. To repair a fan (which generally is the
replacement because of the low cost of the fan units) the service
person need only unbolt the fan retaining bolts 30 and remove the
broken fan. The removal of the panel 6 is accomplished while the
genset and cradle assembly 2 remain connected to the motorcoach.
The dimensions of the genset cavity and the genset cradle 9 are
such that there is ample space to accomplish such an operation. A
replacement fan is installed following the reverse procedure. FIGS.
6 and 7 show various stages of the panels removal.
[0027] Looking at FIGS. 2 and 5 The upper rear flange 22 of the
cradle 9 has a pair of cradle support and locating studs 26 that
make for ease of removal and installation of the genset and cradle
assembly 2 into the motorcoach's generator cavity, which has a
mounting alignment bracket (not shown) with matingly conforming
orifices. If a major repair requires the genset be removed from the
motorcoach, after the disconnection of the necessary electrical
wires, the nuts removed from the two locating studs 26 located on
the motorcoach's chassis, the bottom face 15 of the cradle 9 may be
hydraulically lifted with a transmission jack and slid inwardly
until the stud orifices clear the locating studs 26. There are a
set of threaded transmission jack orifices 11 formed in the bottom
face 15 of the cradle 9 that allow the attachment of a transmission
jack to the cradle 9 for lowering of the genset and cradle assembly
2. The locating studs 26 serve to guide into alignment the genset
and cradle assembly 2 when it is reinstalled. This simplifies the
installation when one person is working alone.
[0028] Each fan has two speeds. The first speed is achieved by the
application of a divided 12 volt DC power so as to provide 6 volts
DC to each fan. When the water temperature in the cooling circuit
reaches 185.degree. F. a water temperature thermoswitch grounds to
the genset's engine block to actuate and close a normally open high
speed relay that no longer divides the voltage to the two fans and
applies a full 12 volts DC to each fan, increasing the speed of the
fans and increasing the heat removal capacity of the cooling
system.
[0029] All engine sensors are routed to the genset's computer (ECU)
35. These include but are not limited to sensors for: catalytic
convertor failure; engine torque; air filter failure; ignition
failure; oil pressure; oil temperature; water temperature; engine
speed; air intake temperature; battery voltage; engine hour meter;
engine coil continuity; manifold absolute pressure (MAP); O2 level;
exhaust gas temperature; fuel temperature and fuel pump circuit
continuity. The input signals presented to the ECU from these
sensors are converted into a different electronic format (digital
and analog) and processed as output signals representing the
monitored parameter. These output signals may also be a diagnostic
trouble code generated by the ECU in preprogrammed response to one
or more of the input signal values as is well known in the
industry. The ECU output signal is delivered to both the DC status
module 30 of the SDU and to a conventional OBD II port 40. This
provides a trace of all of the operating parameters of the genset's
engine at the engine RPM or load level selected. The OBD II port 40
has been routed to the front of the motor and is wired to an
onboard computer inside the motorcoach that is configured with the
appropriate decoding software and firmware to interpret the
protocol for the diagnostic code signals and displays the desired
parameters through its graphic interface. The OBD II port 40 can
also be connected to a signal converter for that signal protocol,
in series with a cell phone such that the converted signal may be
sent wirelessly to a remote computer with a modem. (not
illustrated) The OBD II port 40 may also be connected to a
diagnostic trouble code (DTC) reader (scanner) that will display
the diagnostic codes.
[0030] Uplink capabilities to relay this data can be accomplished
in the following three ways: via satellite from the onboard
computer; via a cell phone relay from the onboard computer or
directly from the cell phone connected to the OBD II port. It is
important to note that each genset is precisely tuned and optimized
at the factory after assembly. There are minor differences in the
performance characteristics between each genset. Each genset is
optimally tuned balancing efficiency with emission control. The
performance characteristics and adjustments made to optimize each
discrete genset are digitally stored at the factory in their
computer system. The signal of the trace of the operating
parameters sent from the genset in the field, whether it be sent
via satellite from the onboard computer, via a cell phone relay
from the onboard computer or directly from a cell phone connected
to the OBD II port, is compared to the original factory trace of
all of the operating parameters of that genset's engine when it was
optimally tuned. This aids the technician at the factory in
returning the genset's engine to its optimal configuration.
[0031] The signal output sent from the ECU 35 to the DC status
module 30 may be viewed in several ways, both digitally and in
analog format outputs. Looking at FIG. 8 it can be seen that a
sweep scale analog tachometer 42 indicates the engine speed. A
digital display 44 shows the engine speed numerically. Display
pushbutton 46 may be depressed and released to cycle through a
display of the following select engine parameters: oil pressure;
coolant temperature; air intake temperature, battery voltage;
engine rpm; engine torque; oil temperature and total engine
operating hours.
[0032] If there is a problem with the engine a red warning light
will illuminate in the digital display 44. The display pushbutton
46 may be held in the depressed position to display any diagnostic
trouble codes in the digital display 44. This displayed code can be
referenced to a fault code list to further diagnose the problem as
is well known in the industry.
[0033] If the tachometer 42 and or digital display 44 are faulty
the engine malfunction light 48 will begin to flash out the
sequence of the numbers for the diagnostic code (as is well known
in the industry.) If the ECU 35 malfunctions the ECU failure light
50 will illuminate. Also, if the alternator fails the alternator
malfunction light 52 will illuminate. The battery power light 54
will illuminate to indicate that there is battery power available.
The fuel pump status light 56 illuminates to indicate if there is
power to the fuel pump. (This should be illuminated only when the
engine is operating.)
[0034] A fan test circuit is also incorporated into the DC status
module 30. This allows the individual testing of the primary fan 7
and secondary fan 4 at the 6 volt low speed operation and the 12
volt high speed operation. The test circuit only tests the
electrical power availability up to the fan motors. The service
person will have to verify if the fans actually start and rotate
the blades when this test is performed. The fan test circuit does
not indicate if there is a broken motor, fan blade etc.
[0035] A toggle switch 58 allows the selection of the primary or
secondary fan. Depressing the fan test button 60 puts power to the
fan selected and if there is power to the fan selected either of
the primary fan power light 62 or secondary fan power light 64 will
illuminate. A two way power toggle switch 66 switches the available
power to the selected fan between 6 volts and 12 volts.
[0036] Lastly there is a reset orifice 65 on the DC status module
30 that provides for the insertion of a paper clip so as to allow a
technician be able to reset (or rephase) the latching DC engine
start relay. This relay is one of the more common components for
failure in a genset. There is also an access panel on the DC status
module 30 that opens to allow the replacement of the latching DC
engine start relay.
[0037] The AC status module 32 (FIG. 1) houses the AC main breakers
70 for the generator output AC power as well as an AC power output
after breaker indicator light 72 and an AC power to main breaker
light 74. It also has an access panel 76 that houses a plug in AC
voltage regulator module (not visible). A voltage regulator
resettable breaker 78 is also located on the panel.
[0038] In operation, the present invention has been designed to
allow troubleshooting in remote locations without a plethora of
diagnostic equipment. With its' three methods of relaying data (one
through a satellite link, and two through a wireless cell phone)
the appropriate trouble codes and diagnostic information of the
discrete genset engine can be quickly sent to the manufacturer's
computer system where it can then be compared to the original
factory engine parameters for that discrete genset that were
recorded when it left the factory as a brand new genset.
[0039] The triple redundant method of accessing the engine
parameters (via the digital display readout, via the digital
display numeric error codes, or via the error code light flashing)
allows a person at the site three ways to troubleshoot a problem
even if an OBD II scanner is not available or if the onboard
computer is not in service. The triple redundancy allows the
digital display 44 to fail as well as the ECU 35 and yet the
troubleshooting codes can be retrieved. It also signals the person
that the ECU 35 is malfunctioning, and acts as a check against the
individual sensor's calibration and operation.
[0040] The fans 4 have a diagnostic test circuit located on the
front side of the motor. A three position toggle switch allows
either of the fans to be independently started. When either fan is
selected for starting a power status light illuminates indicating
if there is electrical power up to the fan motor. The actual
validation of the fan starting must be done audibly, visually or by
air pressure sensation by the operator. Hence, an illuminated power
status light and a running fan would be a successful test whereas a
non illuminated power status light and non running fan would
indicate a problem with the power or the power connection to the
fan, and a non illuminated power status light and a running fan
would indicate a problem with the status light or circuit. An
illuminated status light and a non running fan would indicated
jammed or, seized fan or a broken fan motor.
[0041] The DC power to start the genset 2 is drawn from a dedicated
genset battery. However, when necessary the dedicated genset
battery may be switched so as to supplement the battery bank of the
motorcoach via an isolation switch as is well known in the
industry. Thus depleting the batteries of the motorcoach by
accessories will not prevent the coach's or genset's ability to
start.
[0042] The reliability and serviceability enhanced engine driven
electrical generating system as described above dramatically
reduces the down time due to the most common failure modes and
allows quick, easy diagnostics to be performed by a competent
service person at a remote location from the disabled vehicle.
[0043] The above description will enable any person skilled in the
art to make and use this invention. It also sets forth the best
modes for carrying out this invention. Numerous variations and
modifications thereof will also remain readily apparent to others
skilled in the art, now that the general principles of the present
invention have been disclosed.
* * * * *